Railroad tie and rail



May 6 1924'. 13193377 5. NICAS RAILROAD TIE AND RAIL Filed mi 14, 1923 3 1 awuc/wbdz Slkphen JYZZQJ 9 $5M Patented May 6, 1924.

UNITED sT-A? Yes PATENT "0mm.

STEPHEN NICAS, OF EL PASO, TEXAS.

, RAILROAD TIE AND RAIL.

Application filed NovemberM, 1923. Serial No. 674,726.

ments in railroad ties and railsin which the' use of a concrete tie is permitted while dispensing with spikes and plates for connecting the rails to the ties.

The invention aims to anchor the rail more securely to the tie and to prevent spreading of the rails or of the tendency to get out of alinement and to simplify the construction to a great extent while dispensing with the expense and trouble incident to the use of spikes, plates and the like by which the rails are secured at the present time to the wooden ties.

With the foregoing and other objects in view, the invention will be more fully described hereinafter, and will be more particularly pointed out in the claims appended hereto.

In the drawings, wherein like symbols refer to like or corresponding parts throughout the several views:

Figure 1 is a perspective view, partly in section, showing a railway constructed according to the present invention.

Figure 2 is a side view thereof, and

Figure 3 is a section through one of the rails and ties on an enlarged scale.

Referring more particularly to the drawings, 4 designates the head of a usual form of T-rails made from metal and having the web 5, but being without the usual horizon: tal flanges extending in opposite directions. Instead, the construction isforked at the base of the web 5 providing the divergent legs 6 and 7 which may be" easily and conveniently formed by initially rolling an extended web 5 of uniform thickness and afterwards dividing the web at its lower portion and forming the divergent or diagonal legs 6 and 7, which need not be of as great thickness as the web 5. Immediately beneath the web is a shoulder 8 between the two legs 6 and 7 which will seat upon the tie 9 which is of concrete. The legs 6 and 7 the horizontal flanges.

are imbedded'in the concrete belowthe up per surface thereof, and these legs do not rest upon theupper surface as inthecase of The legs 6 and 7 by reason of their divergent relation, enclose a substantially filled with the wedge shaped space which is w concrete of the tie when the tie ismoulded or formed about the rails.

This formation takes place in situ. The

wedge or block of concrete immediately be neath theweb of the rail forms an effective support for the rail and prevents the sinking of the rail in the concrete mass while I the shoulder 8 rests upon substantially :the

entire depth of the tie and is thus' amply supported. The legs 6 and 7, because of their diagonal positions, prevent the distortion of the rail laterally upon the'tie. The exterior surfaces of the divergent legs are opposed to a turning movement of the rail, such as rocking of the rail laterally upon the tie by the substantially right angular resistance afforded by adjacent portions of the concrete mass, while a similar force opposes a like motion of the rail upon the interior faces thereof. On any tendency to rock, the forward leg will tend to descend more deeply into the concrete due to the inclination of the face thereof and the inclination of the concrete wall opposed thereto; while the rear leg will tend to ride up the inclined face of the concrete wedge so that the two actions will be opposed and substantially equal, and the rail will be secured against any possible rocking movement and this is important in avoiding spreading of the rails. i

In building the track, the rails are initially laid upon appropriate supports. These supports may be blocks of wood similar to railroad ties or the supports used for holding metallic reinforcing elements while concrete is molded about the same. These supports will generally be laid between the ties and molds will be assembled at the places where the ties are to rest. Concrete is then poured into the forms through which ably connected between the rails in this period suitable gage means are preferorder to preserve the alinement and gage. At this time the rails may settle, but only to a very small extent, not sufiicient to disturb the original setting; this for the reason that the legs 6 and 7 on any tendency of the rail to sink into a tie will force a wedged-shaped mass of the green concrete up into the space between the legs and this will not only check downward movement of the raiL but the legs will prevent any oanting of the rail.

From the foregoing, itwill be apparent that the rail is held more securely than heretofore without the use of any external fastenings.

It is obvious that various changes and modifications may be made in the details oi construction and design of the above specifically described embodiment of this invention without departing from the spirit thereof, such changes and modifications being restricted only by the scope of the following claims.

What is claimed is:

1. A railroad comprising concrete ties and rails having webs with divergent legs extending downwardly from the lower edges of the webs and enclosing substantially wedge shaped spaces, said legs being imbedded in the concrete with a wedge shaped mass of concrete between the legs and with portions of concrete on opposite sides of said egs. V

2. A railroad comprising a rail having a Web and legs projecting downwardly and outwardly from the web in substantially diagonal directions and diverging d0wn wardly whereby to enclose a wedge shaped space, said web having a seat at its base between the two legs, and concrete ties moulded about the lower portion of said web and said legs and having a wedge shaped mass between the legswith portions of the concrete on the exterior surface of said legs, said shoulder adapted to seat upon the concrete ties at substantially the upper surface thereof.

STEPHEN NIGAS. 

